Vehicle suspension system for a steerable drive wheel

ABSTRACT

A vehicle suspension system for a steerable wheel directed to such objects as to improve handling safety by reducing the height of a roll center and the variation ratio of the height of a roll center with imaginary links, to enhance free layout degree by applying multi-links and setting up the changement of kingpin, camber, and tread independently in accordance with the arrangement of links, and to ensure a maximum effective volume of an engine room by minimizing a space occupied by a suspension system, wherein a plurality of links are disposed so that an intersecting point of an imaginary line connecting a pivot joint where a connecting arm is connected to a wheel carrier to an instantaneous center of the connecting arm with respect to a vehicle body with an imaginary line connecting a pivot joint to a hinge point of a lower control arm becomes an instantaneous center of the wheel with respect to the vehicle body.

This application is a division of copending application Ser. No.08/174,017, filed on Dec. 28, 1993, the entire contents of which arehereby incorporated by reference.

BACKGROUND OF THE INVENTION

1. Field of the Invention

The present invention relates to a vehicle suspension system for asteerable wheel. More particularly, it relates to a vehicle suspensionsystem for a steerable wheel which makes it easy to provide an imaginarykingpin axis, improves handling safety by setting up imaginary links andminimizes the variation ratio of the height of a roll center to enhancea free layout degree with respect to the change in camber and tread, andespecially ensures maximum effective volume in an engine room byminimizing the space occupied by a suspension system.

2. Description of Related Art

In general, a vehicle suspension system for a steerable wheel connectsan axle and a vehicle body to each other, and absorbs vibrations andimpacts from a road surface during the vehicle's running, such thatsafety of the vehicle can be obtained, and ride comfort is improved.

To absorb impacts, a vehicle suspension system should be connectedflexibly in a vertical direction, and to endure driving force, brakingforce and centrifugal force generated at a wheel during the vehicle'sturning, a vehicle suspension should be connected firmly in a horizontaldirection.

The vehicle suspension system is classified structurally as a suspensionsystem integrated with an axle and an independent suspension system.While a suspension system integrated with an axle is applied to a largevehicle like buses, trucks, and rear axles of passenger cars, anindependent suspension system is applied mainly to an axle of apassenger car. To improve ride comfort and running safety, anindependent suspension is bisected to act independently.

Among these suspension systems, the present invention relates to anindependent suspension system.

There are many kinds of suspension systems in independent suspensionsystems. As a suspension system applied to a steerable wheel, Macphersontype and Wishbone type are widely applied.

A vehicle suspension system for a steerable wheel is designed to controla position of a wheel with respect to the vehicle body to obtain abetter positioning in a vehicle operation as well as absorb vibrationsor impacts. The axle is thereby prevented from directly transmittingimpact or vibration from a road surface to the vehicle body, so thatoptimal handling safety and running safety can be obtained.

The front wheel is mounted to be changeable in its direction from rightto left or from left to right, centering the kingpin, and is alsomounted with a geometrical angle to meet the requisite for the frontsuspension.

Mounting the front wheel with the geometry angle is called wheelalignment. The wheel alignment is determined by several elements, butthe optimal operation of the front wheel is, however, achieved by thesupplemental operation of the elements With respect to each other.

A kingpin inclination among the elements reduces handling force of asteering wheel with a camber, absorbs any impact generated from thevehicle motion and then increases restitution force of the steeringwheel. The turning safety of the straight ahead position of the vehicleand the handling safety in the vehicle's turning position are therebyobtained.

The kingpin inclination is such that the kingpin is mounted with itscentral line lying at a predetermined angle with respect to the verticalline when the vehicle is viewed from the front.

An interval between the central line of the kingpin and a central lineof the wheel is called offset. The offset is generally characterized asan offset at the wheel center and an offset at the ground.

The offset at the wheel center has an effect on the straight aheadcharacteristics of the vehicle when driving force and an engine brakeare applied to the wheel.

The offset at the ground has an effect on the handling safety when thevehicle brakes and turns. If the offset at the ground is decreased, thesensitivity with respect to the steering is decreased, in the samemanner as the handling safety is increased when the vehicle brakes andturns.

Vibrations have something to do with the vehicle safety, since rolling,pitching, yawing as well as bounce occur during the vehicle's driving.Only if these vibrations are absorbed softly, will ride comfort andsafety be improved.

As the vibration of a vehicle is concerned, vibration generated when avehicle is turning is defined as rolling, which means that a vehiclevibrates in the left-and-right directions, and rolling has an importanteffect upon turning safety.

The certain basic point where rolling occurs is called a roll center(RC). Rolling occurs because the centroid of a vehicle is higher than aroll center. Accordingly, the greater the change in a height of a rollcenter, the greater the gravity of a vehicle moves. Therefore, thisphenomenon results in a greater slip angle, so the running safety andthe handling safety get worse.

To ensure running safety, the variation ratio of the height of RC isdesired to be maintained.

Considering the above, the prior suspension system is described indetail hereinafter.

FIG. 5A illustrates a general Macpherson type suspension system, whichcomprises a strut arm 113 formed integrally to a steering knuckle 111,provided elastically with a spring 114 at the upper end and a shockabsorber 112, and a lower arm 115 attached to the steering knuckle 111by a ball joint 116 and to the vehicle body by a hinge at the other endof the lower arm.

This suspension system has some advantages of simple structure includinga small spring, light mass, and a small effective volume of an engineroom. But in order to make the kingpin offset (a) little or minus, theupper supporting point 117 of the strut arm 113 is to be moved towardthe engine room, or the lower end of the strut arm 113 connected to theball joint 116 is displaced outside.

However, if the upper supporting point 117 of the strut arm 113 isdisplaced toward the engine room, the effective volume of an engine roomis reduced and the kingpin angle (α) becomes excessively large only tohave a bad effect on cornering ability of a vehicle.

If the lower end of the strut arm 113 in alignment with the ball joint116 is displaced outside, it is actually impossible to reduce thekingpin offset (α) because it will interfere with a brake disk attachedto a wheel.

FIG. 5B illustrates a general Wishbone type suspension system includingupper and lower control arms 121, 122, a steering knuckle 123, a springassembly 125 including a shock absorber 124 and ball joints 126, 127connecting the upper and lower control arms 121, 122 to the steeringknuckle 123.

In order to adjust the kingpin offset (α), the vehicle body sideconnection portion 128 of the upper control arm 121 should be displacedtoward the engine room, or the ball joint 127 of the lower control arm122 should be displaced outside.

But, in a Wishbone type suspension system, as well as Macpherson typesuspension system, if the vehicle body side connecting portion 128 ofthe upper control arm 121 is displaced toward the engine room, theeffective volume of an engine room is reduced and the kingpin angle (α)becomes excessively large to adversely affect turning ability of avehicle, and if the ball joint 127 of the lower control arm 122 isdisplaced outside, it is actually impossible to reduce the kingpinoffset because it will interfere with a brake disk attached to thewheel.

SUMMARY OF THE INVENTION

As noted above, the conventional Macpherson type suspension and Wishbonetype suspension have a limitation to improve the function of suspensionsystems, because a free layout degree to provide a kingpin angle islimited to such a tiny bound that it is impossible to reduce the size ofa kingpin offset. Besides, the vertical motion of a wheel is actuated byshort control arms in any type, so the great change in the height of aroll center makes running safety worse.

To solve such problems of the conventional technology, the presentinvention is provided. A primary object of the invention is to improvehandling safety by making it easy to provide an imaginary kingpin axisand minimizing the variation ratio of the height of a roll center withan imaginary link.

Another object of the present invention is to enhance the free layoutdegree by making it possible to set up the kingpin axis independentlyfrom the change in the angle of camber and tread.

A further object of the invention is to ensure a maximum effectivevolume of an engine room by minimizing the space occupied by asuspension system.

To accomplish the above objects, the present invention provides avehicle suspension system for a steerable wheel comprising a wheelcarrier rotatably supporting a wheel, and having a projection portion ata rear part connected with a known tie rod by a ball joint, and so canbe steered by a tie rod, a connecting arm having a wheel side endthereof pivotally connected to an upper part of the wheel carrier, anupper control arm having both vehicle body side end connection partsdiverged into a front branch and a rear branch, and connecting the wheelcarrier to the vehicle body, a lower control arm having both vehiclebody side end connection parts diverged into a front branch and a rearbranch, and connecting the lower part of the wheel carrier to thevehicle body, a connecting link having both side ends connected to amiddle point of a connecting arm and the lower control arm respectively,and a strut assembly including a shock absorber and a spring, having theupper part connected to the vehicle body by an insulated connection partand the lower part pivotally connected to the neighboring part of thelower connecting part of the connecting link.

The present invention provides a vehicle suspension system wherein manylinks are disposed so that an intersecting point of an imaginary lineconnecting the pivot joint of the connecting arm to the wheel carrierand an instantaneous center of the connecting arm with respect to theconnecting link, with an imaginary line connecting the pivot joint andhinge point of the lower control arm may become an instantaneous centerof the wheel with respect to the vehicle body.

Also the present invention provides a vehicle suspension systemcomprising a wheel carrier rotatably supporting a wheel and having aprojection portion at a rear part connected with a known tie rod by aball joint, and so can be steered by the tie rod, a connecting armhaving the wheel side end connection part connected to the upper end ofthe wheel carrier, an upper control arm having both vehicle body sideconnection parts diverged into a front branch and a rear branch, a linkcarrier having a wheel side end connected to the upper part of the wheelcarrier, a lower control arm including a pair of an upper arm and alower arm and connecting the link carrier to the vehicle body, aconnecting link for pivotally connecting the middle point of theconnecting arm and the link carrier, a strut assembly including a shockabsorber and a spring and having the upper end supported to the vehiclebody by an insulated connection part and the lower end connected to thelink carrier neighboring to the lower end connection part of theconnecting arm, and a longitudinal member including a pair of arms,disposed longitudinally with respect to the vehicle body and connectingthe link carrier to the vehicle body.

Furthermore, the present invention provides a suspension wherein in amulti-link type suspension system, many of the links are disposed sothat an intersecting point of an imaginary line connecting a pivot jointof the connecting arm to be connected to the wheel carrier to aninstantaneous center of the connecting arm with respect to the vehiclewith an imaginary line connecting a pivot joint of the link carrier tobe connected to the wheel carrier to an instantaneous center of thelower control arm may become an instantaneous center of the wheel withrespect to the vehicle body.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a perspective view of a suspension system in accordance with afirst embodiment of the present invention;

FIG. 2 is a schematic diagram for illustrating an effect of the presentinvention;

FIG. 3 is a perspective view of a suspension system of a secondembodiment of this invention;

FIG. 4 is a schematic diagram for illustrating an effect of the secondembodiment of this invention; and

FIGS. 5A and 5B show conventional structures of a suspension system.

DETAILED DESCRIPTION OF THE PREFERRED EMBODIMENTS

FIG. 1 is a perspective view of a suspension of a first preferredembodiment.

A wheel carrier 1 supports a wheel 10 rotatably and in case of steerabledrive wheel has a penetrated hole 11 to insert a drive shaft providedwith a spindle (not shown) to drive the wheel 10.

At the rear part of the wheel carrier 1 is formed a projection part 12connected with a known tie rod 13 by a ball joint to steer the wheelcarrier 1.

If the wheel is not a steerable wheel, the projection part 12 and thetie rod 13 may be omitted.

The connecting arm 2 whose wheel side end connection part 20 isconnected to the upper end of the wheel carrier 1 by a ball joint isinserted between the wheel carrier 1 and the upper control arm 3, andthe vehicle side end connection part 21 of the connecting arm 2 isconnected to a wheel side connection part 31 of the upper control arm 3by an elastic bush or a pin joint.

The vehicle side end of the upper control arm 3 connecting the vehicleside end of the connecting arm 2 to the vehicle is diverged into a frontbranch 30A and a rear branch 30B, and has both of the vehicle body sideconnection parts 30 connected pivotally to the vehicle body by insertingan elastic bush. The wheel side connecting part 31 is pivotallyconnected to the vehicle body side end of the connecting arm byinserting an elastic bush.

The vehicle side end of the lower control arm 40 connecting the lowerend of the wheel carrier 1 to the vehicle body is diverged into a frontbranch 41A and a rear branch 41B, and has both of the vehicle body sideconnection parts 41 pivotally connected to the vehicle body by insertingan elastic bush. The wheel side connecting part 40 is connected to thewheel carrier 1 by a ball joint.

In both side ends of a connecting link 5 inserted between the connectingarm 2 and a lower control arm 4, there are formed connection parts 51,52 where the middle part of the connecting arm 2 and the lower controlarm 4 are connected. And the lower end of the connecting link 5 is alittle slanted toward wheel side and connected by an elastic bush or apin joint.

The elastic bushes, pin joints and ball joints reciprocally connectingthe control arms 3, 4, the connecting arm 2 and the connecting link 5are made of the same materials as those used in conventionalsuspensions, and enables the wheel 10 including the wheel carrier 1 tomove up and down with respect to the vehicle body 11.

The elastic bushes used in the connection parts have proper elasticityand properly control up-and-down vibrations of the control arms 3, 4.

As a shock absorbing member, a strut assembly 6 has a shock absorber 60and a spring 61, and it is supported to the vehicle body by an insulatedconnection part 62. The lower end of the strut assembly 6 is pivotallyconnected to lower control arm 4 adjacent to the lower connection part51 of the connecting link 5 to absorb the up-and-down impact of thevehicle body.

Referring to FIG. 2, the operating effect is illustrated hereinbelow,and the affixed marks P₁,2,3,4,5,6,7 stand for the connection parts, andonly the main marks of the arms and links are affixed.

When it comes to instantaneous centers of every component of asuspension system while the wheels are vibrating up and down or rolling,instantaneous centers of the upper and the lower control arms 3, 4 withrespect to the vehicle body are P₁, P₄ where the arms are connected tothe vehicle body, instantaneous centers of the connecting arm 2 withrespect to the upper control arm 3 is P₂ where the upper control arm 3is connected to the connecting arm 2, and instantaneous centers of thewheel 10 with respect to the upper and the lower control arms 3, 4 arethe connection points P₃, P₅.

An intersecting point (C₁) of an extended line connecting P₃, P₅ and anextended line connecting P₆, P₇ becomes an instantaneous center of theconnecting arm 2 with respect to the wheel carrier 1 and the connectinglink 5, and an intersecting point (C₂) of an extended line connectingC₁, P₄ and an extending line connecting P₂, P₁.

Accordingly, an intersecting point (C₃) of an extended line connectingC₂, P₃ where the connecting arm 2 is connected to the wheel carrier 1,and an extending line connecting P₅, P₄ connection points of the lowercontrol arm 4 becomes an instantaneous center of the wheel.

So, an imaginary swing arm (S) of the segment line P₃, C₃ becomes animaginary upper control arm.

The length of the imaginary upper control arm, the segment line P₃, C₃,is so long that a rotating angle of the segment line P₃, C₃ with respectto the vertical displacement of the instantaneous center (C₃) is verytiny.

As a result, the height variation of the instantaneous center (C₃) getssmall relatively, and it means that the variation of the height (H) of aroll center (RC) that is an intersecting point of a connecting line ofthe instantaneous center (C₃) and a tread with the center line (CL) ofthe vehicle body gets small.

The small height variation of the roll center (RC) relatively improvesthe handling safety and results in enhanced running safety.

FIG. 3 and FIG. 4 relate to a suspension of another embodiment of thepresent invention, and the same marks are affixed to the samecomponents.

FIG. 3 is a perspective view of a suspension of another embodiment ofthe present invention. A wheel carrier 1 is rotatably supporting a wheel10. In the case of a steerable drive wheel, a penetrated hole 11 isformed at the center of the wheel carrier 1, and a drive shaft isinserted through the penetrated hole and drives the wheel 10 with aspindle formed at the front end (not shown).

At the rear part of the wheel carrier 1 is formed a projection part 12connected with a known tie rod 13 by a ball joint to steer the wheelcarrier 1.

If the wheel is not a steerable wheel, the projection part 12 and thetie rod 13 are omitted.

The connecting arm 2 whose wheel side end connection part 20 isconnected to the upper end of the wheel carrier 1 by a ball joint isinserted between the wheel carrier 1 and the upper control arm 3, andthe vehicle side end connection part 21 of the connecting arm 2 isconnected to the wheel side connection part 31 of the upper control arm3 by an elastic bush or a pin joint.

The vehicle side end of the upper control arm 2 connecting the vehicleside end of the connecting arm 2 to the vehicle is diverged into a frontbranch 30A and a rear branch 30B, and has both of the vehicle body sideconnection parts 30 to connect pivotally to the vehicle body, uponinserting an elastic bush. The wheel side connection part 31 ispivotally connected to the vehicle body side end of the connecting arm2, by inserting an elastic bush.

The wheel side end of a link carrier 7 is connected to the lower end ofthe wheel carrier 1 by a ball joint, and to the upper and lower ends ofthe vehicle body side of the link carrier 7 are connected the wheel sideends of a pair of lower control arms 4 including a front arm 43 and alower arm 44 with an elastic bush inserted. The vehicle body sideconnection points 47, 48 of the lower control arm 4 are connected to thevehicle body with an elastic bush inserted.

In both side ends of the connecting link 5 inserted between theconnecting arm 2 and the link carrier 7 are formed connection points 50,51. The connection points 50, 51 are connected to the middle point ofthe connecting arm 2, slanted a little toward the wheel side of the linkcarrier 7 by an elastic bush or a pin joint.

As a shock absorbing member, the strut assembly 6 has a shock absorber60 and a spring 61, and it is supported to the vehicle body by theinsulated connection part 62. The lower end of the strut assembly 6 ispivotally connected to the link carrier 7 adjacent to the lowerconnecting point 51 of the connecting link 5 to absorb the up-and-downimpacts of the vehicle body.

At the front surface of the link carrier 7 are disposed a pair of bars80, 81 of a longitudinal member 8, and the front and the rear ends haveelastic attaching members inserted therein, the longitudinal member isconnected to the vehicle body with a groove 84 formed around thelongitudinal members.

The longitudinal member 8 is provided to support the suspension systemfirmly when a longitudinal force is applied.

The connecting arm 2 and the link carrier 7 are made of steel materialsthrough a press treatment and the elastic bushes, pin joints and balljoints reciprocally connecting the above-mentioned arms are made of thesame materials as those used in conventional suspensions, and enablesthe wheel 10 including the wheel carrier 1 to move up and down withrespect to the vehicle body.

The elastic bushes used in the connecting parts have proper elasticityand control up and down vibrations of the control arms properly.

Referring to FIG. 4, the operating relations are illustratedhereinbelow, and the affixed marks P₁,2,3,4,5,6,7,8,9,10 stand for theconnection parts.

When it comes to instantaneous centers of every component of asuspension system while wheels are vibrating up-and-down or rolling, aninstantaneous center of the link carrier 7 with respect to the vehiclebody is an intersecting point (C₁) of both extending lines connectingtwo pairs of connection parts of the upper and lower arms 43, 44belonging to the lower control arm 2, that is, P₇ to P₉ and P₈ to P₁₀respectively, and a line connecting C₁ and P₅, the lower end of thewheel carrier 1 becomes an imaginary lower control arm.

An intersecting point (C₂) of the lines connecting the connection partsof the wheel carrier 1 and the connection parts of the connecting link5, that is, P₆ to P₄ and P₅ to P₁, becomes an instantaneous center ofthe link carrier 7 with respect to the connecting arm 5. An intersectingpoint of the extending line connecting C₁ to C₂ with the upper controlarm 3 becomes an instantaneous center of the connecting arm 2 withrespect to the vehicle body.

Accordingly, an intersecting point of a line connecting P₁ to C₃ and aline connecting P₅ to C₁ becomes an instantaneous of the wheel withrespect to the vehicle body, and a line connecting C₄ to P₁ becomes animaginary swing arm.

The length of the imaginary swing arm is so long that a rotating angleof the segment line of P₁, C₃ is very tiny with respect to the verticaldisplacement of the instantaneous center C₄.

As a result, the height variation of the instantaneous center (C₄) getssmall relatively, and it means that the variation of the height (H) of aroll center (RC) that is an intersecting point of a line connecting theinstantaneous center C₄ to a tread with a center line (CL) gets small.

The handling safety is improved relatively and results in enhancedrunning safety.

As mentioned above, the suspension systems of the preferred embodimentsof the present invention can make it easy to provide the change incamber and tread that has something to do with the alignment of asteerable wheel, by applying a plurality of arms and links, to changethe geometric characteristics, in accordance with the arrangement of thearms and links.

Furthermore, the present invention can freely set up the position of RC,and can freely design the arrangement of the arms and links in a givenspace, and as a result, can enhance a free layout degree and a largeeffective volume of an engine room.

What is claimed is:
 1. A vehicle suspension system for a steerable wheelcomprising:a wheel carrier for rotatably supporting a wheel andincluding a projection portion at a rear part connected with a tie rodby a ball joint to be steered by said tie rod; a connecting arm having awheel side end connection part connected to an upper end of said wheelcarrier; an upper control arm having two vehicle body side connectionparts diverged into a front branch and a rear branch, and connectingsaid connecting arm to a vehicle body; a link carrier having a wheelside end connection part connected to a lower part of said wheelcarrier; a pair of lower control arms including upper and lower arms forconnecting said link carrier to said vehicle body; a connecting linkpivotally connecting a middle point of said connecting arm and said linkcarrier; a strut assembly including a shock absorber and a spring,having an upper end supported to said vehicle body by an insulatorconnection part and a lower end connected to said link carrier adjacentto a lower end connection part of said connecting arm; and alongitudinal member including a pair of arms, disposed longitudinallywith respect to said vehicle body and connecting said link carrier tosaid vehicle body.
 2. The suspension system according to claim 1,wherein said upper part of said connecting link is connected at a slanttoward said wheel.
 3. The suspension system according to claim 1,wherein each said longitudinal member arm has an attaching memberinserted into a groove disposed at a middle portion of a front end ofeach of said longitudinal member arms to be connected to said vehiclebody.
 4. The suspension system according to claim 1, wherein animaginary line connecting an intersecting point of an imaginary lineconnecting a pivot joint to a hinge point of said upper arm of said pairof said lower control arms with an imaginary line connecting a pivotjoint and a hinge point of said lower arm of said pair of said lowercontrol arms, to a pivot joint where said link carrier is connected tosaid wheel carrier becomes an imaginary lower control arm.
 5. Thesuspension system according to claim 1, wherein an intersecting point ofan imaginary line connecting two pivot joints of said wheel carrier forconnecting said wheel carrier to said connecting arm and said linkcarrier with an imaginary line connecting two pivot joints of saidconnecting link to connecting said connecting link to said connectingarm and said link carrier becomes an instantaneous center of said linkcarrier with respect to said connecting arm.
 6. The suspension systemaccording to claim 1, where in an intersecting point of an imaginaryline connecting a pivot joint and a hinge point of said upper controlarm with an imaginary line connecting said intersecting point of aimaginary line connecting a pivot joint and a hinge point of said upperarm of said pair of said lower control arms with an imaginary lineconnecting a pivot joint and a hinge point of said lower arm of saidpair of said lower control arms, to an instantaneous center of said linkcarrier with respect to said connecting arm becomes an instantaneouscenter of said connecting arm with respect to said vehicle body.
 7. Thesuspension system according to claim 1, wherein a plurality of links aredisposed so that an intersecting point of an imaginary line connecting apivot joint of said wheel carrier for connecting said wheel carrier tosaid connecting arm to an instantaneous center of said connecting armwith respect to said vehicle body, with an imaginary line connecting apivot joint of said wheel carrier for connecting said wheel carrier tosaid link carrier to an intersecting point of an imaginary lineconnecting a pivot joint and a hinge point of said upper arm of saidpair of said lower control arms with an imaginary line connecting apivot joint and a hinge point of said lower arm becomes an instantaneouscenter of said wheel with respect to said vehicle body.
 8. Thesuspension system according to claim 7, wherein a roll center (RC) ispositioned at an intersecting point of an imaginary line connecting saidinstantaneous center of said wheel with respect to said vehicle body toa wheel tread with a center line of said vehicle body.